A pure electric wide-body vehicle downhill active speed stabilization safety control system and method and vehicle

Abstract

The application discloses a kind of pure electric wide-body car downhill active speed stabilization safety control system, method and vehicle, comprising: slope sensor, for real-time acquisition vehicle driving road slope signal;Vehicle speed acquisition module, for real-time acquisition vehicle driving speed signal;Vehicle controller is electrically connected with the slope sensor, vehicle speed acquisition module, vehicle energy recovery system, electric eddy current retarder and emergency brake solenoid valve respectively;The vehicle controller built-in control program is used to receive the slope signal and speed signal, according to the intervention condition judgment logic of pre-set, automatically control the intervention or exit of energy recovery system, electric eddy current retarder and emergency brake solenoid valve, realize the active speed stabilization when vehicle heavy downhill.This application can actively control each set of brake system, and realize the linkage between each brake system, make full use of each set of brake system characteristics, achieve speed stabilization effect.

Description

Technical Field

[0001] This invention relates to a safety control system, method, and vehicle for active speed stabilization of a pure electric wide-body vehicle going downhill, belonging to the field of mining car control technology. Background Technology

[0002] Compared with traditional fuel-powered wide-body vehicles, pure electric wide-body vehicles have significant economic advantages in typical heavy-load downhill conditions in mines: their energy recovery system can convert kinetic energy into electrical energy and recharge the power battery when the vehicle is going downhill, effectively reducing the energy consumption of the vehicle. At the same time, in order to ensure driving safety under heavy-load downhill conditions, existing pure electric wide-body vehicles are usually equipped with three independent braking systems. The structure and control method of each system are as follows: (1) Energy recovery system (also known as electric braking system): three braking force levels are manually controlled by a rocker switch, and the negative torque is applied by the motor to achieve vehicle deceleration and energy recovery; (2) Electric eddy current retarder: as an auxiliary emergency braking device, it is manually controlled by a handle to adjust four levels. Its maximum braking torque can reach 3400Nm, which is used to enhance the braking effect; (3) Mechanical braking system: controlled by the brake pedal, the braking force is adjusted by the driver's pedal stroke to provide basic braking function for the vehicle.

[0003] However, the braking systems of existing pure electric wide-body vehicles have the following technical defects in actual heavy-load downhill applications: On the one hand, under heavy-load downhill conditions in mines, vehicles carry huge inertia. The higher the speed, the greater the braking power required, and the higher the risk of exceeding the limits of the braking system, which in turn significantly increases the probability of safety accidents. On the other hand, the three braking systems are independent of each other and have separate control logic, requiring the driver to actively judge and manually switch between them based on real-time road conditions. Due to the dynamic changes in vehicle speed during heavy-load downhill driving, the driver needs to continuously adjust the braking operation to control the speed, which not only places extremely high demands on the driver's driving skills and operating experience, but is also prone to a series of problems due to human error: if the braking system is used improperly, it will not only reduce energy recovery efficiency and cause energy waste, but may also lead to brake drum thermal fade, which in severe cases can cause the vehicle to lose control, posing a major threat to mine transportation safety. Summary of the Invention

[0004] To address the problems existing in the prior art, this invention provides a safety control system, method, and vehicle for active downhill speed stabilization of a pure electric wide-body vehicle. It actively controls each braking system and achieves linkage between the various braking systems, making full use of the characteristics of each braking system to achieve a stable speed effect.

[0005] To achieve the above objectives, the present invention employs a safety control system for active speed stabilization during downhill driving of a pure electric wide-body vehicle, comprising: A slope sensor is used to collect slope signals of the road on which the vehicle travels in real time. The vehicle speed acquisition module is used to collect vehicle speed signals in real time. The vehicle controller is electrically connected to the slope sensor, vehicle speed acquisition module, vehicle energy recovery system, eddy current retarder and emergency brake solenoid valve respectively. The vehicle controller has a built-in control program that receives the gradient signal and vehicle speed signal, and automatically controls the intervention or deactivation of the energy recovery system, eddy current retarder and emergency brake solenoid valve according to the preset intervention condition judgment logic, so as to realize active speed stabilization when the vehicle is heavily loaded downhill.

[0006] As an improvement, the vehicle controller is hardwired to the eddy current retarder to directly control the start, stop and gear adjustment of the eddy current retarder; the emergency brake solenoid valve is connected in parallel to the vehicle's service brake circuit and is controlled by the vehicle controller to open and close.

[0007] As an improvement, the preset intervention condition determination logic includes a three-level braking intervention logic: Level 1: Energy recovery system intervention logic. When the gradient is ≥3% and lasts for 5 seconds, and the vehicle speed is ≥15km / h, the vehicle controller controls the energy recovery system to intervene, so that the vehicle speed is maintained in the range of 12-20km / h for self-adjustment. Level 2: Eddy current retarder intervention logic. When the energy recovery system has intervened and cannot maintain the vehicle speed, and the gradient is ≥3% for 10 seconds and the vehicle speed is ≥20km / h, the vehicle controller controls the eddy current retarder to intervene at the highest gear and triggers an audible and visual alarm. Level 3: Emergency braking solenoid valve intervention logic. When the energy recovery system and the eddy current retarder have both intervened and cannot maintain the vehicle speed, and the gradient is ≥3% for 15 seconds and the vehicle speed is ≥25km / h, the vehicle controller controls the emergency braking solenoid valve to open.

[0008] As an improvement, the exit conditions of the energy recovery system are: a slope of ≤3% for 3 seconds, or a vehicle speed of ≤12km / h; after exiting, the driver can return the vehicle to driving mode by pressing the accelerator.

[0009] As an improvement, the exit conditions of the electric eddy current retarder are: gradient ≤ 3% for 3 seconds, or vehicle speed ≤ 15 km / h; the single continuous operation time of the electric eddy current retarder is limited to 60 seconds, and it can be re-engaged after a 5-second pause; after exiting, the driver can return the vehicle to drive mode by pressing the accelerator.

[0010] As an improvement, the emergency braking solenoid valve can be deactivated under the following conditions: vehicle speed ≤ 20 km / h and brake air pressure ≥ 6.5 bar.

[0011] As an improvement, when the energy recovery system intervenes, the vehicle's forward drive is shut off, and the accelerator pedal becomes unresponsive.

[0012] As an improvement, the vehicle speed acquisition module is either the vehicle's original wheel speed sensor or a separately installed vehicle speed sensor, and the vehicle speed signal is transmitted to the vehicle controller via the CAN bus; the slope sensor is installed in the middle of the vehicle frame, and its acquisition direction is consistent with the vehicle's driving direction, in order to eliminate the influence of the vehicle's pitch attitude on the accuracy of slope signal acquisition.

[0013] A second aspect of the present invention also provides a safety control method for active speed stabilization during downhill driving of a pure electric wide-body vehicle. Based on the aforementioned safety control system for active speed stabilization during downhill driving of a pure electric wide-body vehicle, the method includes the following steps: S1. Real-time acquisition of slope signals of the road where the vehicle is traveling and vehicle speed signals. S2. Based on the slope signal and vehicle speed signal, the vehicle controller sequentially determines whether to trigger the intervention of the energy recovery system, the eddy current retarder and the emergency brake solenoid valve according to the preset three-level braking intervention logic. S3. When the intervention conditions of the corresponding braking system are met, the vehicle controller controls the braking system to start and achieve vehicle speed stabilization; when the withdrawal conditions of the corresponding braking system are met, the vehicle controller controls the braking system to close.

[0014] A third aspect of the present invention also provides a pure electric wide-body vehicle equipped with the aforementioned pure electric wide-body vehicle downhill active speed stabilization safety control system.

[0015] Compared with the prior art, the beneficial effects of the present invention are: (1) Driving safety is greatly improved: The coordinated control strategy of energy recovery system, electric eddy current retarder and emergency braking solenoid valve is adopted. It can adaptively brake according to the downhill slope and driving speed, effectively suppress the problem of vehicle overspeed and speed loss on downhill, avoid brake heat fade and brake failure caused by long-term single braking, and improve the stability and driving safety of heavy-load downhill driving.

[0016] (2) Intelligent and automated control without human intervention: The system can autonomously sense the road slope and vehicle speed in real time, and automatically complete the entire process of braking system intervention, speed regulation and braking withdrawal. The driver does not need to perform any additional operations, reducing the driving load and adapting to the complex downhill working conditions of wide-body mining vehicles.

[0017] (3) Extended lifespan of braking components and high reliability of the vehicle: Multi-stage braking units work together to distribute the braking load, avoid long-term high-load operation of a single braking device, reduce wear, aging and thermal damage of braking components, extend the service life of each braking mechanism, and reduce vehicle maintenance costs.

[0018] (4) High-efficiency energy recovery and improved range: The energy recovery system is used first for primary braking, converting the vehicle's downhill inertial kinetic energy into electrical energy and recovering it to the vehicle's power supply. This fully recovers the redundant energy from the downhill section, improves the overall energy utilization rate of the vehicle, increases the range of the pure electric wide-body vehicle, and saves energy and protects the environment.

[0019] (5) The system has a simple structure and strong adaptability: the overall hardware architecture is simple, the signal connection is reliable, the control logic is stable, and it can be directly adapted to the existing pure electric wide-body vehicle chassis. The modification cost is low, the working conditions are widely adaptable, and it can meet the complex driving environment of heavy load and long downhill in mines and construction sites. Attached Figure Description

[0020] Figure 1 This is a schematic diagram of the safety control system of the present invention; Figure 2 This is a flowchart of the safety control method of the present invention; Figure 3 This is a test diagram for the present invention. Detailed Implementation

[0021] The technical solution of the present invention will be described in detail below with reference to the accompanying drawings and specific embodiments. It should be understood that the embodiments and specific features in the embodiments are detailed descriptions of the technical solution of the present application, rather than limitations thereof. In the absence of conflict, the embodiments and technical features in the embodiments can be combined with each other. Example 1

[0022] Combined with appendix Figure 1 This embodiment discloses a safety control system for active speed stabilization of a pure electric wide-body vehicle going downhill, including a slope sensor, a vehicle speed acquisition module, and a vehicle controller. The slope sensor is used to collect road slope parameters of the road surface on which the vehicle is traveling in real time, and synchronously generate corresponding slope signals and transmit them outwards; The vehicle speed acquisition module is used to collect the real-time driving speed of the vehicle during the driving process, and synchronously generate the corresponding vehicle speed signal and transmit it to the outside. The vehicle controller is electrically connected to the slope sensor, vehicle speed acquisition module, vehicle original energy recovery system, eddy current retarder and emergency brake solenoid valve, respectively, and serves as the core control terminal of the entire control system. The vehicle controller has a pre-installed control program that can receive slope and speed signals from the slope sensor and speed acquisition module in real time. It then performs calculations and analysis based on the signal data and automatically controls the braking mechanisms at all levels to engage and disengage smoothly according to the system's preset intervention condition judgment logic. This enables the pure electric wide-body vehicle to achieve active constant speed control during downhill driving under heavy-load conditions in mines, preventing abnormal speed increases during downhill driving.

[0023] In some embodiments, the vehicle controller and the eddy current retarder are directly connected by hard wire, eliminating the drawbacks of bus delay transmission. The hard wire signal is used to directly control the start and stop of the eddy current retarder and to precisely adjust each working gear, ensuring braking response speed and real-time control. The emergency braking solenoid valve is connected in parallel to the vehicle's original service braking circuit. The vehicle controller directly controls the opening and closing of the valve according to the vehicle's driving conditions, thereby assisting in applying braking force.

[0024] In some embodiments, the preset intervention condition determination logic is a progressive three-level braking intervention control logic, and the specific braking intervention conditions, control strategies, and operating modes for each level are as follows: Level 1 Intervention: Energy Recovery System Intervention Logic. When the road surface gradient is ≥3% and this steep gradient condition lasts for 5 seconds, while the vehicle's real-time speed is ≥15km / h, the vehicle controller determines that the primary braking intervention conditions are met, and then controls the energy recovery system to start intervention. Through motor braking feedback, deceleration adjustment is achieved, so that the vehicle speed is stably maintained within the safe range of 12~20km / h with adaptive floating adjustment.

[0025] Second-level intervention: Eddy current retarder intervention logic. When the energy recovery system is fully engaged, braking force output reaches its maximum but still cannot suppress the continuous increase in vehicle speed and achieve stable speed control, if the road slope is ≥3% and this condition lasts for 10 seconds, and the vehicle speed is ≥20km / h, the vehicle controller triggers secondary braking, controlling the eddy current retarder to directly engage at its highest operating level. Simultaneously, the audible and visual alarm device is activated, issuing an audible and visual safety warning to alert the driver that the vehicle is currently in a high-risk speeding condition.

[0026] Level 3 Intervention: Emergency Braking Solenoid Valve Intervention Logic. When the energy recovery system and eddy current retarder are already operating at full capacity, and the vehicle speed remains unstable even after the braking force is applied, and the vehicle still faces the risk of speeding, if the road gradient is ≥3% and the downhill condition lasts for 15 seconds, while the vehicle speed is ≥25 km / h, the vehicle controller determines that an emergency braking condition has been entered. It then controls the emergency braking solenoid valve to open, connecting to the braking circuit to apply strong auxiliary braking and forcibly suppress the increase in vehicle speed.

[0027] Each braking mechanism is equipped with independent exit criteria, and automatically exits operation once the criteria are met, as detailed below: The exit conditions of the energy recovery system are: the road gradient drops to ≤3% and the smooth road condition lasts for 3 seconds, or the vehicle speed drops to ≤12km / h; after the exit conditions are met, the energy recovery system automatically stops braking. After the braking system is fully reset, the driver can press the accelerator pedal to restore the vehicle's normal driving mode. The deactivation conditions of the eddy current retarder are: road gradient ≤3% and this smooth road condition lasts for 3 seconds, or vehicle speed decreases to ≤15km / h; at the same time, the system is equipped with a thermal protection mechanism, which limits the continuous operation time of the eddy current retarder to no more than 60 seconds. After a single operation, a 5-second cooling interval is required. The device can only be restarted after heat dissipation is complete to prevent high temperature damage to components caused by prolonged continuous operation; after the deactivation conditions are met, the eddy current retarder stops and resets, and the driver can restore the vehicle's normal driving mode by pressing the accelerator pedal. The exit condition of the emergency braking solenoid valve is: When the vehicle speed drops to ≤20km / h and the air pressure inside the vehicle's service brake circuit rises to ≥6.5bar, the vehicle controller immediately closes the solenoid valve to cut off emergency braking intervention and avoid excessive braking.

[0028] In some embodiments, when the energy recovery system is in the intervention braking state, the vehicle controller synchronously executes drive interlock control to automatically cut off the vehicle's forward drive force output. At this time, the accelerator pedal input signal is not responded to by the system, avoiding mutual interference between drive force and braking force, and ensuring the downhill speed control effect.

[0029] In some embodiments, the vehicle speed acquisition module can directly use the vehicle's original wheel speed sensor, or a dedicated vehicle speed sensor can be independently installed according to the detection accuracy requirements. The acquired vehicle speed signal is transmitted to the vehicle controller in real time via the vehicle's CAN bus, ensuring stable signal transmission and strong anti-interference capabilities. The slope sensor is fixedly installed in the middle of the vehicle frame, with the sensor signal acquisition axis coaxial with the vehicle's longitudinal travel direction. This effectively compensates for measurement deviations caused by the vehicle's pitch and sway during downhill driving and the vehicle's tilt, significantly improving the accuracy and reliability of slope signal acquisition. Example 2

[0030] Combined with appendix Figure 2 As shown, this embodiment provides a safety control method for active speed stabilization during downhill driving of a pure electric wide-body vehicle. The control method is based on the active speed stabilization safety control system for downhill driving of the pure electric wide-body vehicle described in Embodiment 1. It relies on the vehicle controller to complete automatic calculations and closed-loop control throughout the entire process, specifically including the following steps: S1, Multi-source signal synchronous acquisition During the downhill driving of the vehicle under heavy load, the slope sensor collects the road slope parameters of the vehicle driving surface in real time and generates the corresponding slope signal. At the same time, the vehicle speed acquisition module collects the real-time vehicle speed in real time and generates the corresponding vehicle speed signal. The two detection signals are transmitted to the vehicle controller in real time and stably to provide data basis for subsequent working condition judgment. S2, Hierarchical Progressive Condition Judgment The vehicle controller performs real-time data calculation and analysis on the received slope and speed signals, and performs condition verification in sequence from low to high order according to the three-level progressive braking intervention logic preset in the system. It prioritizes the intervention judgment of the first-level energy recovery system. Only when the previous level braking mechanism is fully engaged and the braking force output reaches the upper limit, but still cannot suppress the increase in vehicle speed and stabilize the vehicle speed, does the vehicle controller sequentially carry out the intervention condition judgment of the subsequent second-level and third-level braking mechanisms, and completes the working condition verification step by step. S3, Dynamic Braking Intervention and Exit from Closed-Loop Control The vehicle controller performs corresponding automatic control operations based on the operating condition determination results of the above steps: when the vehicle driving conditions meet the preset intervention conditions of the corresponding level braking mechanism, the vehicle controller immediately controls the corresponding braking system to start and output the corresponding braking force, and achieves stable vehicle speed control when going downhill through graded coordinated braking; during braking intervention, the vehicle controller continuously monitors changes in road conditions and vehicle speed conditions in real time. When the vehicle driving parameters drop and meet the preset exit conditions of the corresponding braking mechanism, the vehicle controller promptly controls the braking system to stop working, completes the braking reset, and releases the drive interlock restriction. After the system reset is completed, the vehicle resumes normal driving mode. Example 3

[0031] This embodiment provides a pure electric wide-body vehicle. The pure electric wide-body vehicle chassis integrates and installs the downhill active speed stabilization safety control system described in Embodiment 1. The functional modules of the safety control system are adapted to and integrated with the original vehicle control system, braking system, and power system to ensure smooth transmission of control signals, timely braking response, and reliable collaborative operation of all systems.

[0032] To verify the practical application performance and reliability of the safety control system of this invention, multiple rounds of real-vehicle tests were conducted on a pure electric wide-body vehicle equipped with the system. The test scenarios covered typical working conditions such as heavy-load long downhill slopes, continuous gentle slopes, and alternating steep slopes in mines. The test indicators included braking intervention response performance, vehicle speed control accuracy, braking system coordination, energy recovery efficiency, and long-term operational stability. Some test data records are attached. Figure 3As shown. After testing and verification, all functions of the safety control system meet the preset design requirements: during the downhill driving process, the driver does not need to manually operate the brake pedal to intervene in the vehicle speed. The system can autonomously complete the graded intervention of the braking mechanism, the adjustment of braking force and the disengagement of the brake according to the real-time slope and vehicle speed, effectively controlling the vehicle speed stably within the preset safe range, and fully meeting the speed stability requirements of heavy-load downhill working conditions in mines.

[0033] In this embodiment, 30 XCMG pure electric wide-body trucks XGE105 equipped with the aforementioned downhill active speed stabilization safety control system have been put into actual operation at the Simandou iron ore project site in Guinea. As of the time of this embodiment's disclosure, all vehicles have been operating safely and stably for 6 months without any safety accidents caused by speed loss or braking system malfunctions. During this period, the control program of the safety control system has operated stably without any abnormalities such as logical disorder, signal loss, or false braking triggering. Its automated speed stabilization effect, ease of operation, and operational reliability have been recognized by on-site drivers and project clients.

[0034] Furthermore, this safety control system is flexible in adapting to different working conditions. It can adjust the braking intervention threshold parameters (including slope intervention threshold, vehicle speed intervention threshold, and working condition duration threshold) in the built-in control program through the calibration interface of the vehicle controller to meet the differences in road slope distribution, transportation load requirements, and operation efficiency indicators of different mines. This achieves the optimal balance between energy recovery efficiency and operation and transportation efficiency while ensuring the safety of the vehicle when driving downhill. In addition, the application of this safety control system effectively avoids safety hazards such as vehicle loss of control and rear-end collisions caused by improper driver operation (such as prolonged braking leading to heat fade, misjudgment of braking timing, and failure to brake due to fatigue). It reduces the impact of human operation factors on driving safety, provides technical support for the safety production management of mining enterprises, and at the same time reduces abnormal wear and maintenance frequency of braking components, thereby reducing vehicle operation and maintenance costs.

[0035] The above description is only a preferred embodiment of the present invention. It should be noted that for those skilled in the art, several improvements and modifications can be made without departing from the technical principles of the present invention, and these improvements and modifications should also be considered within the scope of protection of the present invention.

Claims

1. A safety control system for active speed stabilization during downhill driving of a pure electric wide-body vehicle, characterized in that, include: A slope sensor is used to collect slope signals of the road on which the vehicle travels in real time. The vehicle speed acquisition module is used to collect vehicle speed signals in real time. The vehicle controller is electrically connected to the slope sensor, vehicle speed acquisition module, vehicle energy recovery system, eddy current retarder and emergency brake solenoid valve respectively. The vehicle controller has a built-in control program that receives the gradient signal and vehicle speed signal, and automatically controls the intervention or deactivation of the energy recovery system, eddy current retarder and emergency brake solenoid valve according to the preset intervention condition judgment logic, so as to realize active speed stabilization when the vehicle is heavily loaded downhill.

2. The safety control system for active speed stabilization of a pure electric wide-body vehicle downhill as described in claim 1, characterized in that, The vehicle controller is connected to the eddy current retarder via a hardwired connection and is used to directly control the start, stop and gear adjustment of the eddy current retarder; the emergency brake solenoid valve is connected in parallel to the vehicle's service brake circuit and is controlled by the vehicle controller to open and close.

3. The safety control system for active speed stabilization of a pure electric wide-body vehicle downhill as described in claim 1, characterized in that, The preset intervention condition determination logic includes a three-level braking intervention logic: Level 1: Energy recovery system intervention logic. When the gradient is ≥3% and lasts for 5 seconds, and the vehicle speed is ≥15km / h, the vehicle controller controls the energy recovery system to intervene, so that the vehicle speed is maintained in the range of 12-20km / h for self-adjustment. Level 2: Eddy current retarder intervention logic. When the energy recovery system has intervened and cannot maintain the vehicle speed, and the gradient is ≥3% for 10 seconds and the vehicle speed is ≥20km / h, the vehicle controller controls the eddy current retarder to intervene at the highest gear and triggers an audible and visual alarm. Level 3: Emergency braking solenoid valve intervention logic. When the energy recovery system and the eddy current retarder have both intervened and cannot maintain the vehicle speed, and the gradient is ≥3% for 15 seconds and the vehicle speed is ≥25km / h, the vehicle controller controls the emergency braking solenoid valve to open.

4. The safety control system for active speed stabilization of a pure electric wide-body vehicle downhill as described in claim 3, characterized in that, The conditions for exiting the energy recovery system are: a slope of ≤3% for 3 seconds, or a vehicle speed of ≤12km / h; after exiting, the driver can return the vehicle to drive mode by pressing the accelerator.

5. A safety control system for active speed stabilization on downhill slopes for a pure electric wide-body vehicle according to claim 3, characterized in that, The conditions for disengaging the eddy current retarder are: a gradient of ≤3% for 3 seconds, or a vehicle speed of ≤15km / h; the continuous operation time of the eddy current retarder is limited to 60 seconds, and it can be re-engaged after a 5-second pause; after disengaging, the driver can return the vehicle to drive mode by pressing the accelerator.

6. The safety control system for active speed stabilization of a pure electric wide-body vehicle downhill as described in claim 3, characterized in that, The emergency braking solenoid valve is deactivated when the vehicle speed is ≤20km / h and the brake air pressure is ≥6.5bar.

7. A safety control system for active downhill speed stabilization of a pure electric wide-body vehicle according to claim 3, characterized in that, When the energy recovery system is activated, the vehicle's forward drive is shut off, and the accelerator pedal becomes unresponsive.

8. A safety control system for active speed stabilization on downhill slopes for a pure electric wide-body vehicle according to claim 1, characterized in that, The vehicle speed acquisition module is either the vehicle's original wheel speed sensor or a separately installed vehicle speed sensor. The vehicle speed signal is transmitted to the vehicle controller via a CAN bus. The slope sensor is installed in the middle of the vehicle frame, and its acquisition direction is consistent with the vehicle's driving direction, which is used to eliminate the influence of the vehicle's pitch attitude on the accuracy of the slope signal acquisition.

9. A safety control method for active speed stabilization of a pure electric wide-body vehicle downhill, characterized in that, The safety control system for downhill active speed stabilization of a pure electric wide-body vehicle according to any one of claims 1-8 includes the following steps: S1. Real-time acquisition of slope signals of the road where the vehicle is traveling and vehicle speed signals. S2. Based on the slope signal and vehicle speed signal, the vehicle controller sequentially determines whether to trigger the intervention of the energy recovery system, the eddy current retarder and the emergency brake solenoid valve according to the preset three-level braking intervention logic. S3. When the intervention conditions of the corresponding braking system are met, the vehicle controller controls the braking system to start and achieve vehicle speed stabilization; when the withdrawal conditions of the corresponding braking system are met, the vehicle controller controls the braking system to close.

10. A pure electric wide-body vehicle, characterized in that, The vehicle is equipped with a safety control system for downhill active speed stabilization as described in any one of claims 1-8.

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